EP3249188A1 - Abgasreinigungssystem und verfahren zur wiederherstellung der nox-reinigungskapazität - Google Patents

Abgasreinigungssystem und verfahren zur wiederherstellung der nox-reinigungskapazität Download PDF

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Publication number
EP3249188A1
EP3249188A1 EP16740180.1A EP16740180A EP3249188A1 EP 3249188 A1 EP3249188 A1 EP 3249188A1 EP 16740180 A EP16740180 A EP 16740180A EP 3249188 A1 EP3249188 A1 EP 3249188A1
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Prior art keywords
exhaust gas
nox
deterioration
regeneration
target
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EP16740180.1A
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English (en)
French (fr)
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EP3249188A4 (de
EP3249188B1 (de
Inventor
Teruo Nakada
Takayuki Sakamoto
Daiji Nagaoka
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Isuzu Motors Ltd
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Isuzu Motors Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0885—Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9404—Removing only nitrogen compounds
    • B01D53/9409—Nitrogen oxides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/96—Regeneration, reactivation or recycling of reactants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01J—CHEMICAL OR PHYSICAL PROCESSES, e.g. CATALYSIS OR COLLOID CHEMISTRY; THEIR RELEVANT APPARATUS
    • B01J38/00—Regeneration or reactivation of catalysts, in general
    • B01J38/04—Gas or vapour treating; Treating by using liquids vaporisable upon contacting spent catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/90—Physical characteristics of catalysts
    • B01D2255/91—NOx-storage component incorporated in the catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/03—Monitoring or diagnosing the deterioration of exhaust systems of sorbing activity of adsorbents or absorbents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1614—NOx amount trapped in catalyst
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust gas purification system and a NOx purification capacity restoration method.
  • a NOx storage-reduction catalyst has been known as a catalyst to reduce and purify a nitrogen compound (NOx) in exhaust gases discharged from an internal combustion engine.
  • This NOx storage-reduction catalyst stores NOx contained in exhaust gas when the exhaust gas is in a lean atmosphere and reduces and purifies the NOx that is stored therein with hydrocarbons contained in the exhaust gas when the exhaust gas is in a rich atmosphere to make the NOx harmless for discharge into the atmosphere. Since the NOx storage capacity of the catalyst is limited, a so-called NOx purge needs to be executed periodically in which exhaust gas is made rich by performing a post injection or an exhaust pipe injection to restore the NOx storage capacity of the catalyst (for example, refer to Patent Literature 1).
  • a NOx purge is started when an elapsing time from the end of the NOx purge reaches a predetermined target interval.
  • the target interval is set at a fixed value, when the NOx storage capacity of the catalyst is reduced due to deterioration with time or by heat, the NOx purge cannot be started effectively according to the degree of deterioration, causing a problem that the worsening of exhaust emissions is called for.
  • An exhaust gas purification system and a NOx purification capacity restoration method that the invention discloses herein are intended to prevent effectively the worsening of exhaust emissions by correcting a target interval of NOx purges according to the degree of deterioration of a catalyst.
  • the invention discloses an exhaust gas purification system including:
  • an exhaust gas purification system including:
  • the invention discloses a NOx purification capacity restoration method for an exhaust gas purification system that includes an internal combustion engine and a NOx storage-reduction catalyst that is disposed on an exhaust gas passageway of the internal combustion engine to store and reduce a nitrogen compound contained in exhaust gas discharged from the internal combustion engine, the NOx purification capacity restoration method including:
  • injectors 11 are provided individually on cylinders of a diesel engine (hereinafter, referred to simply as an engine) 10 to inject highly pressurized fuel accumulated under pressure in a common rail, not shown, directly into the cylinders.
  • a fuel injection amount and a fuel injection timing for each of these injectors 11 are controlled in response to an instruction signal inputted from an electronic control unit (hereinafter, referred to as an ECU) 50.
  • ECU electronice control unit
  • An intake passageway 12 through which fresh air is introduced is connected to an intake manifold 10A of the engine 10, and an exhaust passageway 13 through which exhaust emissions are discharged to an exterior portion is connected to an exhaust manifold 10B.
  • An air cleaner 14, an intake air amount sensor (hereinafter, referred to as an MAF (Mass Air Flow) sensor) 40, a compressor 20A of a variable capacity supercharger 20, an inter-cooler 15, an intake throttle valve 16 and the like are provided along the intake passageway 12 sequentially in that order from an upstream side of an intake air flow.
  • a turbine 20B of the variable capacity supercharger 20 and an exhaust gas after-treatment apparatus 30 and the like are provided along the exhaust passageway 13 sequentially in that order from an upstream side of an exhaust gas flow.
  • An engine revolution speed sensor 41, an accelerator position sensor 42, and a boost pressure sensor 46 are attached to the engine 10.
  • the MAF sensor 40 for measuring and detecting a mass flow rate is used as a sensor for measuring and detecting an engine intake air amount (intake air flow rate (Suction Air Flow)).
  • a flow rate (Air Flow) sensor of a different type from the MAF sensor 40 or a means which replaces the flow rate sensor may be used, provided that they can measure and detect engine suction air flow.
  • An EGR device 21 includes an EGR passageway 22 which connects the exhaust manifold 10B and the intake manifold 10A, an EGR cooler 23 which cools EGR gas and an EGR valve 24 which controls an EGR amount.
  • the exhaust gas after-treatment apparatus 30 includes in a case 30A an oxidation catalyst 31, a NOx storage-reduction catalyst 32, and a particulate filter (hereinafter, referred to simply as a filter) 33 which are arranged sequentially in that order from an upstream side of an exhaust gas flow.
  • a filter particulate filter
  • an exhaust pipe injector 34 for injecting unburned fuel (mainly hydrocarbons (HC)) into the exhaust passageway 13 in response to an instruction signal inputted from the ECU 50 is provided on a portion of the exhaust passageway 13 which is situated upstream of the oxidation catalyst 31.
  • unburned fuel mainly hydrocarbons (HC)
  • the oxidation catalyst 31 is formed of a ceramic substrate carrier of a honeycomb structure which carries an oxidation catalyst component on a surface thereof.
  • the oxidation catalyst 31 oxidizes the unburned fuel to increase the temperature of exhaust gas.
  • fuel injection to shift an air-fuel ratio of exhaust gas to a rich state by injecting unburned fuel through at least either of an exhaust pipe injection by the exhaust pipe injector 34 and a post injection by the injectors 11 is generally referred to as "rich injection”.
  • the NOx storage-reduction catalyst 32 is formed of a ceramic substrate carrier of a honeycomb structure which carries an alkaline metal on a surface thereof. This NOx storage-reduction catalyst 32 stores NOx in exhaust gas when an air-fuel ratio of the exhaust gas is in the lean state, and when the air-fuel ratio of the exhaust gas is in the rich state, the NOx storage-reduction catalyst 32 reduces and purifies the stored NOx with a reducing agent (HC) contained in the exhaust gas.
  • HC reducing agent
  • the filter 33 is formed by disposing a number of cells which are defined by porous bulkheads along a flowing direction of exhaust gas and sealing upstream ends and downstream ends of the cells in an alternate fashion.
  • the filter 33 traps particulate matters (PM) in exhaust gas in fine holes and on surfaces of the bulkheads and a so-called forced filter regeneration in which the trapped PM are burned to be removed is executed when an estimated amount of accumulation of trapped PM reaches a predetermined amount.
  • the forced filter regeneration is executed by supplying unburned fuel to the oxidation catalyst 31, which is disposed at an upstream side, through an exhaust pipe injection or a post injection and raising the temperature of exhaust gas flowing into the filter 33 up to a PM combustion temperature.
  • a first exhaust gas temperature sensor 43 is provided upstream of the oxidation catalyst 31 and detects a temperature of exhaust gas that flows into the oxidation catalyst 31.
  • a second exhaust gas temperature sensor 44 is provided between the NOx storage-reduction catalyst 32 and the filter 33 to detect a temperature of exhaust gas that flows into the filter 33.
  • a NOx/lambda sensor 45 is provided downstream of the filter 33 and detects a NOx value and a lambda value (hereinafter, referred also to as an excess air factor) of exhaust gas which passes through the NOx storage-reduction catalyst 32.
  • the ECU 50 performs various controls of the engine 10 and the like and is made up of a known CPU, ROM, RAM, input port and output port. To enable the ECU 50 to perform the various controls, sensor values are inputted into the ECU 50 from the sensors 40 to 46.
  • the ECU 50 has a NOx purge control unit 100, a MAF tracking control unit 200, an injection amount learning correction unit 300 and a MAF correction coefficient calculation unit 400 as part of its functional elements. These functional elements are described as being incorporated in the ECU 50, which is integrated hardware. However, some of the functional elements can also be provided on separate hardware.
  • the NOx purge control unit 100 is a regeneration control means of the present invention and executes a regeneration process (hereinafter, this process will be referred to as a NOx purge control) in which exhaust gas is shifted to a rich atmosphere by controlling at least either of the suction air flow and the fuel injection amount of the engine 10 so as to reduce and purify NOx stored in the NOx storage-reduction catalyst 32 to thereby make the NOx into harmless for discharge, whereby the NOx storage capacity of the NOx storage-reduction catalyst 32 is restored.
  • the NOx purge control unit 100 includes, as shown in Fig. 2 , a NOx purge starting processing module 110, an air system control module 130, an injection system control module 140 and a NOx purge ending processing module 150 as some of functional elements.
  • these functional elements will be described in detail.
  • Fig. 4 is a block diagram showing a starting process by the NOx purge starting processing module 110.
  • the NOx storage amount estimated value m _NOx that is used for determination on the first starting condition is estimated by a NOx storage amount estimation module 113.
  • the NOx storage estimated value m _NOx may be calculated based on a map or a model expression which includes, for example, an operating state of the engine 10 or a sensor value of the NOx/lambda sensor 45 as an input signal.
  • the NOx storage amount threshold STR _thr_NOx is set by a storage amount threshold map 114 which is referred to based on an estimated catalyst temperature Temp _LNT of the NOx storage-reduction catalyst 32.
  • the estimated catalyst temperature Temp _LNT is estimated by a catalyst temperature estimation module 115.
  • the estimated catalyst temperature Temp _LNT may be estimated based on, for example, an entrance temperature of the oxidation catalyst 31 that is detected by the first exhaust gas temperature sensor 43 or an HC and CO heat values in interiors of the oxidation catalyst 31 and the NOx storage-reduction catalyst 32.
  • the NOx storage amount threshold STR _thr_NOx that is set based on the storage amount threshold map 114 is designed to be corrected by a storage amount threshold correction module 116, which will be described later in detail.
  • the NOx purification factor NOx _pur% used for determination on the second starting condition is calculated by a purification factor calculation module 117.
  • the NOx purification factor NOx _pur% may be obtained by dividing a NOx amount on a downstream side of the catalyst that is detected by the NOx/lambda sensor 45 by a NOx discharge amount on an upstream side of the catalyst that is estimated from an operating state of the engine 10.
  • the interval target value Int _tgr that is used for determination on the third starting condition is set by an interval target value map 118 that is referred to based on an engine revolution speed Ne and a accelerator position Q.
  • This interval target value Int _tgr is designed to be corrected by an interval target value correction module 119, which will be described in detail later.
  • a NOx storage capacity of the NOx storage-reduction catalyst 32 decreases as the NOx storage-reduction catalyst 32 is deteriorated progressively with time or by heat. Due to this, in case the NOx storage amount threshold NOx _thr_val is set at a fixed value, it is not possible to ensure a frequency at which a NOx purge is executed according to the deterioration of the NOx storage-reduction catalyst 32 with time or by heat, thereby having a possibility leading to a risk of the worsening of exhaust emissions.
  • the storage amount threshold correction module 116 executes a reduction correction in which the NOx storage amount threshold NOx _thr_val that is set by the storage amount threshold map 114 is reduced as the degree of deterioration of the NOx storage-reduction catalyst 32 is increased.
  • this reduction correction is executed by multiplying the NOx storage amount threshold NOx _thr_val by a deterioration correction coefficient (degree of deterioration) that is obtained by a deterioration degree estimation module 120.
  • the deterioration correction coefficient may be obtained based on, for example, a reduction in HC and CO heat values in the interior of the NOx storage-reduction catalyst 32, a thermal history of the NOx storage-reduction catalyst 32, a reduction in NOx purification factor of the NOx storage-reduction catalyst 32 and a mileage of the vehicle.
  • interval target value Int _tgr is set at a fixed value, when the NOx storage-reduction catalyst 32 is deteriorated progressively with time or by heat, it is not possible to ensure the frequency at which NOx purges are carried out, thereby having a possibility leading to a risk of the worsening of exhaust emissions.
  • the interval target value correction module 119 executes a shortening correction in which an interval target value Int _tgr that is set by an interval target value map 118 is shortened as the degree of deterioration of the NOx storage-reduction catalyst 32 is increased.
  • this shortening correction is executed by multiplying the NOx storage amount threshold NOx _thr_val by the deterioration correction coefficient (degree of deterioration) that is obtained by the deterioration degree estimation module 120.
  • the deterioration correction coefficient may be obtained based on, for example, a reduction in HC and CO heat values in the interior of the NOx storage-reduction catalyst 32, a thermal history of the NOx storage-reduction catalyst 32, a reduction in NOx purification factor of the NOx storage-reduction catalyst 32 and a mileage of the vehicle.
  • Fig. 5 is a block diagram showing an ending process by the NOx purge ending processing module 150.
  • a predetermined storage amount lower limit threshold (2) a second ending condition that a total injection amount of the exhaust pipe injection or the post injection that is accumulated from the start of the NOx purge control reaches a predetermined upper limit injection amount; (3) a third ending condition that an elapsing time counted from the start of the NOx purge control reaches a predetermined upper limit time; and (4) a fourth ending condition that an elapsing time counted by the timer from the start of the NOx purge control reaches a predetermined NOx purge target time NP _Time_trg (refer to the time t 1 in Fig. 3 ).
  • the NOx purge target time (target regeneration time) NP _Time_trg that is used for determination on the fourth ending condition is set by a NOx purge target time map 153 that is referred to based on the engine revolution speed Ne and the accelerator position Q.
  • the NOx purge target time NP _Time_trg is corrected by a NOx purge target time correction module 154, which will be described in detail later.
  • a NOx purge ending prohibition module 155 prohibits a NOx purge ending determination module 152 from ending the NOx purge control until the elapsing time counted from the start of the NOx purge control reaches a predetermined required minimum time.
  • This required minimum time is set at a time that is longer than a time during which a control operation by the air system control or the MAF tracking control, which will be described later, is completed and shorter than the upper limit time used for determination made under the ending condition (3) described above.
  • the NOx purge control is designed to continue until the elapsing time from the start of the NOx purge control reaches the required minimum time. This can prevent the occurrence of a malfunction that is triggered as a result of the various control operations such as the air system control or the injection system control and the MAF tracking control that are started for NOx purging being stopped in an unfinished state.
  • the NOx storage capacity of the NOx storage-reduction catalyst 32 deteriorates as the NOx storage-reduction catalyst deteriorates progressively with time or by heat, and therefore, unless the degree of deterioration of the catalyst is reflected to the NOx purge target time NP _Tim_trg , the fuel supply amount becomes excessive, thereby leading to a possibility that a so-called HC slip is brought about which is a phenomenon in which hydrocarbons simply pass through the catalyst and are discharged.
  • the NOx purge target time correction module 154 executes a shortening correction in which the NOx purge target time NP _Time_trg that is set by the NOx purge target time map 153 is shortened as the degree of deterioration of the NOx storage-reduction catalyst 32 is increased.
  • this shortening correction is executed by multiplying the NOx purge target time NP _Time_trg by the deterioration correction coefficient that is obtained by the deterioration degree estimation module 120 (refer to Fig. 4 ).
  • the air system control module 130 executes a NOx purge lean control in which the excess air factor is reduced from an excess air factor for a steady-state driving (for example, about 1.5) to a first target excess air factor (for example, about 1.3) that is closer to the lean side than a value (about 1.0) corresponding to the stoichiometric air-fuel ratio.
  • a steady-state driving for example, about 1.5
  • a first target excess air factor for example, about 1.3
  • Fig. 6 is a block diagram showing a MAF target value, MAF NPL_Trgt , setting process in executing a NOx purge lean control.
  • a first target excess air factor setting map 131 is a map that is referred to based on an engine revolution speed Ne and an accelerator position Q, and excess air factor target values ⁇ NPL_Trgt (first target excess air factors) corresponding to engine revolution speeds Ne and accelerator positions Q in executing a NOx purge lean control are set in advance based on experiments in the map.
  • an excess air factor target value ⁇ NPL_Trgt for use in executing the NOx purge lean control is read from the first target excess air factor setting map 131 based on an engine revolution speed Ne and an accelerator position Q as input signals and is then inputted into a MAF target value calculating module 132. Further, in the MAF target value calculating module 132, a MAF target value MAF NPL_Trgt for use in a NOx purge lean control is calculated based on the following expression (1).
  • MAF NPL_Trgt ⁇ NPL_Trgt ⁇ Q fnl_corrd ⁇ Ro Fuel ⁇ AFR sto / Maf _corr
  • Q fnl_corrd denotes a fuel injection amount (excluding post injection), which will be described later, on which a learning correction has been performed
  • RO Fuel denotes a fuel specific gravity
  • AFR sto denotes the stoichiometric air-fuel ratio
  • Maf _corr denotes a MAF correction coefficient, which will be described later.
  • a MAF target value MAF NPL_Trgt that is calculated by the MAF target value calculating module 132 is inputted into a ramp processing module 133 when the NOx purge flag F NP set is on (refer to the time t 1 in Fig. 3 ).
  • the ramp processing module 133 reads a ramp coefficient from a positive ramp coefficient map 133A and a negative ramp coefficient map 133B based on an engine revolution speed Ne and a accelerator position Q as input signals and inputs a MAF target ramp value MAF NPL_Trgt_Ramp to which the read ramp coefficient is added into a valve control module 134.
  • the valve control module 134 executes a feedback control in which the intake throttle valve 16 is controlled to be closed while the EGR valve 24 is controlled to be opened so that an actual MAF value MAF Act inputted from the MAF sensor 40 becomes the MAF target ramp value MAF NPL_Trgt_Ramp .
  • the MAF target value MAF NPL_Trgt is set based on the excess air factor target value ⁇ NPL_Trgt that is read from the first target excess air factor setting map 131 and the fuel injection amounts of the individual injectors 11, so that the operation of the air intake system is feedback controlled based on the MAF target value MAF NPL_Trgt .
  • the exhaust gas can be reduced effectively to a desired excess air factor that is necessary for the NOx purge lean control without providing a lambda sensor on the upstream side of the NOx storage-reduction catalyst 32 or without using a sensor value of the lambda sensor even when the lambda sensor is provided on the upstream side of the NOx storage-reduction catalyst 32.
  • the MAF target value MAF NPL_Trgt can be set through a feedforward control by using a fuel injection amount Q fnl_corrd on which a learning correction has been performed as the fuel injection amount of each of the injectors 11, thereby making it possible to eliminate effectively the influence resulting from the deterioration with age or property variation of the individual injectors 11.
  • the injection system control module 140 executes a NOx purge rich control in which the excess air factor is reduced from the first target excess air factor to a second target excess air factor (for example, about 0.9) on the rich side.
  • a NOx purge rich control will be described in detail.
  • Fig. 7 is a block diagram showing a setting process of a target injection amount Q NPR_Trgt (an injection amount per unit time) for an exhaust pipe injection or a post injection in the NOx purge rich control.
  • a second target excess air factor setting map 145 is a map that is referred to based on an engine revolution speed Ne and a accelerator position Q, and excess air factor target values ⁇ NPR_Trgt (the second target excess air factor) corresponding to engine revolution speeds Ne and accelerator positions Q for use in executing the NOx purge rich control are set in advance based on experiments in the map.
  • an excess air factor target value ⁇ NPR_Trgt for use in executing the NOx purge rich control is read from the second target excess air factor setting map 145 based on an engine revolution speed Ne and an accelerator position Q as input signals and is then inputted into an injection amount target value calculating module 146. Further, in the injection amount target value calculating module 146, a target injection amount Q NPR_Trgt for use in the NOx purge rich control is calculated based on the following expression (2).
  • Q NPR_Trgt MAF NPL_Trgt ⁇ Maf _corr / ⁇ NPR_Trgt ⁇ RO Fuel ⁇ AFR sto ⁇ Q fnl_corrd
  • MAF NPL_Trgt denotes a NOx purge lean MAF target value and is inputted from the MAF target value calculating module 72.
  • Q fnl_corrd denotes a fuel injection amount (excluding post injection), which will be described later, on which a learning correction has been performed and to which a MAF tracking control has not yet been applied
  • RO Fuel denotes a fuel specific gravity
  • AFR sto denotes the stoichiometric air-fuel ratio
  • Maf _corr denotes a MAF correction coefficient, which will be described later.
  • a target injection amount Q NPR_Trgt calculated by the injection amount target value calculating module 146 is transmitted to the exhaust pipe injector 33 or the individual injectors 11 as an injection instruction signal (refer to the time t 1 in Fig. 3 ).
  • the injection instruction signal is kept transmitted until the NOx purge flag F NP is set off (a time t 2 in Fig. 3 ) by the determination on the end of the NOx purge control, which will be described later.
  • the target injection amount Q NPR_Trgt is designed to be set based on the excess air factor target value ⁇ NPR_Trgt that is read from the second target excess air factor setting map 145 and amounts of fuel injected from the individual injectors 11.
  • the exhaust gas can be reduced effectively to a desired excess air factor that is necessary for the NOx purge rich control without providing a lambda sensor on the upstream side of the NOx storage-reduction catalyst 32 or without using a sensor value of the lambda sensor even when the lambda sensor is provided on the upstream side of the NOx storage-reduction catalyst 32.
  • the target injection amount Q NPR_Trgt can be set through a feedforward control by using the fuel injection amount Q fnl_corrd on which a learning correction has been performed as the fuel injection amount of each of the injectors 11, thereby making it possible to eliminate effectively the influence resulting from the deterioration with age or property variation of each of the injectors 11.
  • the MAF tracking control unit 200 executes a control (a MAF tracking control) to correct a fuel injection timing and a fuel injection amount of each of the injectors 11 during the following periods of time: (1) a period of time when the normal lean operating state is switched to the rich operating state by executing the NOx purge control; and (2) the rich operating state by executing the NOx purge control is switched to the normal lean operating state.
  • a control a MAF tracking control
  • the injection amount learning correction unit 300 has a learning correction coefficient calculating module 310 and an injection amount correction module 320.
  • the learning correction coefficient calculating module 310 calculates a learning correction coefficient F Corr for a fuel injection amount based on an error ⁇ between an actual lambda value ⁇ Act , that is detected by the NOx/lambda sensor 45 when the engine 10 operates in a lean state, and an estimated lambda value ⁇ Est . Since the concentration of HC in exhaust gas is low when the exhaust gas is in lean state, a change in exhaust gas lambda value due to an oxidation reaction of HC in the oxidation catalyst 31 is so little as to be ignored.
  • the actual lambda value ⁇ Act in exhaust gas that passes through the oxidation catalyst 31 to be detected by the NOx/lambda sensor 45 of the downstream side coincides with the estimated lambda value ⁇ Est in exhaust gas discharged from the engine 10.
  • the error ⁇ is caused by a difference between an instructed injection amount given to each of the injectors 11 and an actual injection amount therefrom.
  • a calculation process of a learning correction coefficient that is executed using the error ⁇ by the learning correction coefficient calculation module 310 will be described based on a flow chart as shown in Fig. 9 .
  • step S300 it is determined based on an engine revolution speed Ne and an accelerator position Q whether or not the engine 10 is operating in the lean state. If it is determined that the engine 10 is operating in the lean state, the flow proceeds to step S310 to start a calculation of a learning correction coefficient.
  • the estimated lambda value ⁇ Est is estimated and calculated from the operating state of the engine 10 that corresponds to the engine revolution speed Ne and the accelerator position Q.
  • the correction sensitivity coefficient K 2 is read from a correction sensitivity coefficient map 310A shown in Fig. 8 using the actual lambda value ⁇ Act detected by the NOx/lambda sensor 45 as an input signal.
  • step S320 it is determined whether or not an absolute value
  • step S330 it is determined whether or not a learning prohibition flag F Pro is off.
  • the reason that the determination above is made is that in such a state that those conditions are met, the error ⁇ becomes great due to the change in actual lambda value ⁇ Act to thereby make it impossible to execute an accurate learning.
  • determining whether or not the engine 10 is in a transient operating state for example, in case a variation with time of the actual lambda value ⁇ Act that is detected by the NOx/lambda sensor 45 is greater than a predetermined threshold, it may be determined based on the variation with time that the engine 10 is in the transient operating state.
  • a learning value map 310B (refer to Fig. 8 ) that is referred to based on the engine revolution speed Ne and the accelerator position Q is updated to the learning value F CorrAdpt that is calculated in step S310.
  • a plurality of learning areas which are defined according to engine revolution speeds Ne and accelerator positions Q, are set on the learning value map 310B. These learning areas are preferably set so that those tending to be used more frequently are narrower whereas others tending to be used less frequently are wider. By setting the learning areas in that way, the learning accuracy is improved in the areas tending to be used more frequently, and the occurrence of no learning can be prevented effectively in the areas tending to be used less frequently.
  • This learning correction coefficient F Corr is inputted into an injection amount correction module 320 shown in Fig. 8 .
  • the injection amount correction module 320 executes corrections of fuel injection amounts for a pilot injection Q Pilot , a pre-injection Q Pre , a main injection Q Main , an after-injection Q After , and a post injection Q Post by multiplying basic injection amounts for those injections by the learning correction coefficient F Corr .
  • the MAF correction coefficient calculation unit 400 calculates a MAF correction coefficient Maf _corr that is used for setting a MAF target value MAF NPL_trgt or a target injection amount Q NPR_Trgt for use in executing the NOx purge control.
  • the fuel injection amount of each of the injectors 11 is corrected based on an error ⁇ between an actual lambda value ⁇ Act detected by the NOx/lambda sensor 45 and an estimated lambda value ⁇ Est .
  • lambda is a ratio of air to fuel
  • the cause for the error ⁇ is not always the influence resulting from the difference between the instructed injection amount given to each of the injectors 11 and the actual injection amount therefrom. Namely, it is possible that not only errors of the injectors 11 but also an error of the MAF sensor 40 influences the lambda value error ⁇ .
  • Fig. 10 is a block diagram showing a setting process of a MAF correction coefficient Maf _corr by the MAF correction coefficient calculation unit 400.
  • a correction coefficient setting map 410 is a map that is referred to based on an engine revolution speed Ne and a accelerator position Q, and MAF correction coefficients Maf _corr indicating sensor properties of the MAF sensor 40 corresponding to engine revolution speeds Ne and accelerator positions Q are set in advance through experiments in the map.
  • the MAF correction coefficient calculation unit 400 reads a MAF correction coefficient Maf _corr from the correction coefficient setting map 410 using an engine revolution speed Ne and a accelerator position Q as input signals and transmits this MAF correction coefficient Maf _corr to the MAF target value calculating module 132 and the injection amount target value calculating module 146. By doing so, it is possible to reflect effectively the sensor properties of the MAF sensor 40 to the setting of the MAF target value MAF NPL_Trgt and the target injection amount Q NPR_Trgt for use in executing the NOx purge control.
  • the exhaust gas purification system and the NOx purification capacity restoration method according to the invention have the advantage that it is possible to prevent effectively the worsening of exhaust emissions by correcting the target interval of NOx purges according to the degree of deterioration of the catalyst and are useful in purifying effectively exhaust gas discharged from the internal combustion engine.

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP16740180.1A 2015-01-20 2016-01-19 Abgasreinigungssystem und verfahren zur wiederherstellung der nox-reinigungskapazität Active EP3249188B1 (de)

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